EP2888146A1 - Dispositif pour véhicule ferroviaire - Google Patents

Dispositif pour véhicule ferroviaire

Info

Publication number
EP2888146A1
EP2888146A1 EP13763211.3A EP13763211A EP2888146A1 EP 2888146 A1 EP2888146 A1 EP 2888146A1 EP 13763211 A EP13763211 A EP 13763211A EP 2888146 A1 EP2888146 A1 EP 2888146A1
Authority
EP
European Patent Office
Prior art keywords
control
monitoring
signals
sensors
combined
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
EP13763211.3A
Other languages
German (de)
English (en)
Other versions
EP2888146B1 (fr
Inventor
Michael Harrer
Manfred Wiesand
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Siemens Mobility GmbH
Original Assignee
Siemens AG
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Siemens AG filed Critical Siemens AG
Publication of EP2888146A1 publication Critical patent/EP2888146A1/fr
Application granted granted Critical
Publication of EP2888146B1 publication Critical patent/EP2888146B1/fr
Active legal-status Critical Current
Anticipated expiration legal-status Critical

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61K—AUXILIARY EQUIPMENT SPECIALLY ADAPTED FOR RAILWAYS, NOT OTHERWISE PROVIDED FOR
    • B61K9/00—Railway vehicle profile gauges; Detecting or indicating overheating of components; Apparatus on locomotives or cars to indicate bad track sections; General design of track recording vehicles
    • B61K9/04—Detectors for indicating the overheating of axle bearings and the like, e.g. associated with the brake system for applying the brakes in case of a fault
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61K—AUXILIARY EQUIPMENT SPECIALLY ADAPTED FOR RAILWAYS, NOT OTHERWISE PROVIDED FOR
    • B61K9/00—Railway vehicle profile gauges; Detecting or indicating overheating of components; Apparatus on locomotives or cars to indicate bad track sections; General design of track recording vehicles
    • B61K9/08—Measuring installations for surveying permanent way

Definitions

  • the invention relates to a device for a rail vehicle, which has a control device with an electronic control unit and a first rotational speed sensor and a monitoring device with an electronic monitoring device, a first temperature sensor and a first acceleration sensor, wherein the one electronic control device and the one electronic Monitoring unit are combined to form a structural unit, which forms a combi ⁇ nêts control and monitoring device, and wherein the first sensors are arranged on a first bogie of a car of the rail vehicle and output first signals to the combined control and monitoring device, and wherein the Control device has a further second rotational speed sensor and the monitoring device has a further second temperature sensor and a further second acceleration sensor, wherein the further second
  • Sensors are arranged on a further bogie of a carriage and output more second signals.
  • Such a generic device is known for example from the document EP 2 050 639 Bl.
  • TSI Technical Specification for Interoperability
  • the object of the invention is to improve this device with regard to its control function and / or its monitoring function.
  • control means includes a further electronic control unit and a further electronic monitoring device, which are combined to form a white ⁇ direct structural unit having a wide ⁇ res combined control and monitoring unit forms, with the other second sensors output their other second signals to the other combined control and monitoring device.
  • the particular advantage of the new device is that in such a design, both the sensor and the electronic devices are redundant, so that the device is particularly secure.
  • control device has a second rotational speed sensor and the monitoring device has a second temperature sensor and a second acceleration sensor, wherein the second sensors are arranged on the one bogie of the rail vehicle and output second signals to the further combined control and monitoring device
  • control device has a further first rotational speed sensor and the monitoring device has a further first temperature sensor and a further first acceleration sensor, wherein the further first sensors are arranged on the further bogie of the rail vehicle and further first signals to the one output combined control and monitoring device.
  • the device if the two combined control and monitoring devices via a device are ver ⁇ connected, wherein the one combined control and surveil ⁇ monitoring apparatus, the first signals and / or the further first signals via the device at the other combined control - and monitoring devices transmitted and / or if the other combined control and monitoring device transmits the second signals and / or the other second signals via the device bus to the one combined control and monitoring devices.
  • the rotational speed sensors are preferably on
  • the temperature sensors are preferably arranged on Radsatzla ⁇ like the bogies and output temperature signals to the combined control and monitoring devices.
  • acceleration sensors are preferably arranged on the bogie frame of the bogie, in particular ⁇ art that their detection directions in the transverse direction of the
  • Rail vehicle run and give acceleration signals to the combined control and monitoring equipment.
  • control device processing a third rotational speed sensor and the Matterwachungseinrich- comprises a third temperature sensor, the third sensor at the one bogie of the carriage of the arranged Schie ⁇ nen povertys and third signals to a output combined control and monitoring device, and / or if the control device has a further third rotation speed sensor and the monitoring device has a further third temperature sensor, wherein the further third sensors are arranged on the further bogie of the rail vehicle of the rail vehicle and further third Sig nale to spend a combined control and monitoring device.
  • control device has a fourth temperature sensor a fourth rotational speed sensor and the monitoring device, wherein the fourth sensors at the one bogie of the carriage of the arranged Schie ⁇ nen povertys and fourth signals to the whe- re output combined control and monitoring device, and / or if the control device has a further fourth rotational speed sensor and the monitoring device has a further fourth temperature sensor, wherein the further fourth sensors are arranged on the further bogie of the car of the rail vehicle and further fourth signals to the other output combined control and monitoring device .
  • the invention also relates to a rail vehicle with at least one carriage, in which the at least one carriage has a device according to one of claims 1 to 10.
  • Figure 1 is an inventive rail vehicle with cars, each two bogies, one of the two Have carried bogies carriage body and a device according to the invention, the
  • Figure 2 is a schematic representation of a carriage of Figure 1 with the inventive device
  • FIG. 3 shows a first detail from FIG. 2, which shows in more detail the function of a control device of the device according to the invention, which
  • FIG. 4 shows a second detail from FIG. 2, which shows a first monitoring function in the form of roll monitoring of a monitoring device of the device according to the invention, which
  • Figure 5 shows a third detail of Figure 2, the one
  • first part of a second monitoring function in the form of a hot runner monitoring function of the monitoring device shows in more detail
  • FIG. 6 shows a fourth detail from FIG.
  • FIG. 7 shows a fifth detail of Figure 2, a
  • FIG. 3 shows a monitoring function in the form of a running stability monitoring of the monitoring device
  • FIG. 8 shows a modified embodiment of the device according to the invention
  • FIG. 9 shows a sixth detail from FIG. 2, which shows a diagnostic function of a diagnostic device of the device according to the invention in more detail.
  • FIG. 1 shows an inventive rail vehicle 1 with several cars 2, 3, 4. Each car has one of two Bogies 5, 6 formed landing gear and a car body 7 on.
  • the bogies 5 and 6 each have two sets of wheels 8, 9 and 10, 11, which are attached via a primary suspension 12, 13 and 14, 15 to a bogie frame 16 and 17 respectively.
  • the car body 7 is supported by a secondary suspension 18, 19 of the bogie frame 16, 17.
  • Each of the wheelsets 8, 9, 10, 11 has a two Radsatz ⁇ bearings 20 and 21, 22 and 23, 24 and 25, 26 and 27 rotatably mounted GE shaft 28, 29, 30, 31, on the two wheels 32 and
  • Each of the carriages 2, 3, 4 is equipped with a device 48 according to the invention.
  • Each of the devices 48 according to the invention comprises two combined electronic control and monitoring devices
  • each of devices 48 according to the invention further comprises four acceleration sensors 49 to 52 to the rolling gear monitoring, in accordance with Figure 7 via acceleration signal lines 53 to 56 to electronic running stability ⁇ monitoring LSÜ.l, LSÜ.2 the combined control and monitoring devices SG / ÜG.l , SG / ÜG.2 Output acceleration signals a y .Ül.l, a y .Ü2.1, a y .Ü1.2, a y .Ü2.2 for chassis monitoring.
  • each of the devices 48 according to the invention comprises eight speed sensors 57 to 64, which according to FIG. 4 are connected to electronic rolling monitors RÜ.l, RÜ.2 of the combined control and monitoring devices SG / ÜG.l, SG / ÜG via speed signal lines 65 to 72. 2 Output the speed signals n.1.1, n.2.1, n.3.1, n.4.1, n.1.2, n.2.2, n.3.2, n.4.2 to the chassis monitoring system. Because of the speeds but rotational speeds are calculated, the speed sensors 57 to 64 are referred to as rotational speed sensors, the speed signal lines 65 to 72 as rotational speed signal lines and the speed signals as rotational speed signals.
  • each of the devices 48 according to the invention comprises sixteen temperature sensors 73 to 88 for chassis monitoring, which according to FIGS. 5 and 6 are connected via temperature signal lines 89 to 104 to electronic hot-runner monitors HLÜ.l, HLÜ.2 of the combined control and monitoring devices SG / ÜG .l, SG / ÜG.2 temperature signals T.la.l, T.2a.l, T.3a.l, T.4a.l, T.la.2, T.2a.2, T.3a.3 , T.4a.2, T.lb.l, T.2b.l, T.3b.l, T.4b.l, T.lb.2, T.2b.2, T.3b.3, T .4b.2 for suspension monitoring.
  • each of the devices according to the invention comprises 48 twenty-four acceleration sensors 105-128 for chassis diagnosis nal effet according to FIG 9 via Beministerungssig- 129-152 to the diagnostic devices DG.l, Dg.2 Be ⁇ admirungssignale a .Dl.l x, a x .D2 .1, a x .D3.1, a x .D4.1, a x .D5.1, a x .D6.1, a x .D7.1, a x .D8.1, a x .D9. 1, a x .D10.1,
  • a z .Dll.l a z .D12.1, a x .D1.2, a x .D2.2, a x .D3.2, a x .D4.2, a x .D5.2, a x .D6.2, a x .D7.2, a x .D8.2, a x .D9.2, a x .D10.2,
  • the two combined control and monitoring ⁇ devices SG / ÜG.l, SG / ÜG.2 the inventive device 48 of a car in the car body 7 are arranged.
  • the sensors 49 to 52, 57 to 64, 73 to 88 and 105 to 128, however, are distributed to the bogies 5, 6 of the respective car.
  • plug connections 153, 154, 155, 156 are provided.
  • the connectors 153, 154, 155, 156 consist of carriage-box-side connectors and associated bogie-side connectors.
  • the bogie ⁇ frame 16 and 17 comprises two longitudinal beams 157, 158 and 159, 160 which extend in the longitudinal direction (direction) x of the rail vehicle 1 and at least one cross member 161 and 162 of the extends in the transverse direction y of the rail vehicle 1.
  • the one SG / ÜG.l the combined control and monitoring devices comprises an electronic control unit SG.l in the form of a Bremssteu ⁇ er sheeps and an electronic monitoring device ÜG.l, where ⁇ in the electronic control unit SG.l and the electronic monitoring device ÜG.l are combined to form a structural unit.
  • the electronic control unit also includes an electronic slip SG.l ⁇ protective control GS .1.
  • the electronic monitoring device ÜG.l includes a RÜ.l electronic roll monitoring, a HLÜ.l the electronic hot runner monitoring and a LSÜ.l the electronic running stability monitoring.
  • the electronic anti-skid control GS .1 and the electronic roll monitoring RÜ.l are also combined to form an electronic unit, so that the Drehgeschwin ⁇ speed signals are also processed by the electronic Gleitschutzsteue ⁇ tion GS .1. About this electronic ⁇ A uniform rotational speed signals also reach to the brake control ⁇ BS .1.
  • the further SG / ÜG.2 the combined control and monitoring devices in each of the devices 48 according to the invention comprises a further electronic control unit SG.2 in the form of a brake control unit and another electronic monitoring device ÜG.2, the further electronic STEU ⁇ er réelle SG. 2 and the other electronic monitoring device ÜG.2 are combined to form another structural unit.
  • the further electronic control unit comprises a white SG.2 ⁇ tere electronic brake controller BS.2.
  • the further electro ⁇ African monitor ÜG.2 comprises a further RÜ.2 the electronic roll monitoring, another HLÜ.2 the electronic monitoring hot runner and another LSÜ.2 the electronic monitoring running stability.
  • the rotational speed signals reach the further electronic brake control BS.2 via the further electronic roll monitoring RÜ.2.
  • SG / ÜG.2 can also be designed like the one combined control and monitoring device SG / ÜG.l - ie also have an electronic anti-slip control.
  • control units SG.l and SG.2 the rotational speed sensors 57 to 64 and the rotational speed signal lines 65 to 72 of the inventive device 48 of a carriage together form a control device SE for controlling a braking device BE of the respective car.
  • the brake control BS .1 via Brems Kunststoffsignal- lines 163 to 166 brake control signals bs.1.1, bs.2.1, bs.3.1, bs .4.1 to valve devices 167 to 170 of the braking device BE from.
  • To these valve devices 167 to 170 are connected via supply lines 171 to 174 not shown here pneumatic supply facilities.
  • anti-skid control GS .1 via anti-skid signal lines 175 to 178 controls anti-skid control signals gs .1.1 gs.2.1, gs.3.1, gs .4.1 to the valve devices 167 to 170.
  • the valve devices 167 to 170 regulate based on the Brems Kunststoff- and Gleitschutzsignale the pressure in brake cylinders 179 to 186 of the braking device BE, by means of which at a Brake request provided with brake pads brake shoes come into frictional engagement with the brake discs 40 to 47.
  • the brake cylinders 179-186 comparable Pneumatic INTR ⁇ gen 187-194 with the valve devices 167-170 connected.
  • the further brake control BS.2 can redundantly control further brake control signals bs.1.2, bs.2.2, bs.3.2, bs.4.2 to the valve devices 167 to 170 via further brake control signal lines 195 to 198.
  • SG / ÜG.l, SG / ÜG.2 are on the one bogie 5 assigned ⁇ assigned .
  • a first 57 of the rotational speed sensors is arranged on a first 20 of the wheel set bearing of the wheel set 8 of a bogie 5.
  • This first Wheelge ⁇ speed sensor 57 outputs its first Wheelgeschwindig ⁇ keitssignal n.1.1 from the anti-skid brake control and the GS .1 .1 BS of an electronic control unit SG.l.
  • a first of the temperature sensors 73 is also disposed on the first wheel set bearing 20, and gives his first temperature signal to the T.la.l surveil an electronic monitoring device ⁇ ÜG.l from.
  • a first 49 of the acceleration sensor which is arranged on the bogie frame 16 of a bogie 5, outputs its first acceleration signal a y .Ül.l to the one electronic monitoring device ÜG.l.
  • a second 58 of the rotational speed sensors is arranged on a second 23 of the wheelset bearing of the wheelset 9 of a bogie 5 and outputs its second rotational speed signal n.2.1 to the further electronic control unit SG.2.
  • a second 82 of the temperature sensors is also arranged on the second wheelset bearing 23 and outputs its second temperature signal T.2b.l to the further electronic monitoring device ÜG.l.
  • a second loading ⁇ acceleration sensors 50 is also disposed on the men Drehgestellrah- 16 and outputs its second acceleration signal ay from .Ü2.1 to the further electronic monitoring device ÜG.2.
  • the two combined control and monitoring devices SG / ÜG.l, SG / ÜG.2 are assigned to the further bogie 6 of the rail vehicle.
  • a further first 61 of the rotational speed ⁇ sensors is disposed on a first 24 of the axlebox of the wheelset 10 of the second bogie 6 and outputs its first further n.1.2 rotational speed signal to the one electronic ⁇ nische control unit SG.l.
  • a further 85 of the first temperature sensors in Tem ⁇ is also disposed on the first wheel set bearing 24 of the other bogie 6, and are to be further first temperature signal to the electronic T.lb.2
  • Another first 51 of Be ⁇ admirungssensor is arranged on the bogie frame 17 of the other bogie 6, and are to be further first acceleration signal a y .Ü1.2 to the electronic over- wachungs réelle ÜG.l from.
  • a further second 62 of the rotational speed sensors is arranged on a second 27 of the wheelset bearing of the wheelset 11 of the second bogie 6 and outputs its second second rotational speed signal n.2.2 to the wei ⁇ tere electronic control unit SG.2.
  • Another second 78 of the temperature sensors is disposed on the second wheelset bearing 27 of the further bogie 6 and gives his other second temperature signal T.2a.2 to the other electronic monitoring device ÜG.2 off.
  • Another second acceleration sensors 52 is arranged on the bogie frame 17 of the other bogie 6, and are to be further second acceleration signal ay from .Ü2.2 to the further electro ⁇ African monitor ÜG.2.
  • SG / ÜG.l, SG / ÜG.2 are connected via a data bus in the form of a GBUS.Ü device bus.
  • the one combined control and monitoring device SG / ÜG.l transmits the first signals n.1.1, T.la.l, a y .Ül.l and the other first signals n.1.2, T.lb.2, a y . Ü1.2 on the device-tebus GBUS.Ü to the other combined control and surveil ⁇ monitoring device SG / ÜG.2.
  • the transmitted combinatorial ⁇ ned control and monitoring unit SG / ÜG.l the signals n.3.1, T.2a.l, T.3a.l, T.4a.l, n.3.2, T.2b.2 , T.3b.2, T.4b.2 via the device bus GBUS.Ü to the further combined control and monitoring devices SG / ÜG.2.
  • the other combined control and over- ⁇ wachungs réelle SG / ÜG.2 transmits the second signals n.2.1, T.2b.l, a y .Ü2.1 and the further second signals n.2.2, T.2a.2, a y .Ü2.2 via the device bus GBUS.Ü to the one combined
  • Control and monitoring devices SG / ÜG.l also transmits the signals n.4.1, T.lb.l, T.3b.l, T.4b.l, n.4.2,
  • T.la.2, T.3a.2, T.4a.2 via the device bus GBUS.Ü to the one combined control and monitoring device SG / ÜG.l.
  • Each of the acceleration sensors 49 to 52 is arranged on its associated bogie frame 16 or 17 such that its detection direction runs in the transverse direction y of the rail vehicle.
  • the first acceleration sensors 49 and 51 are each at a first 157 or 159 in the direction of travel X of the rail vehicle extending longitudinal beam of the respec ⁇ gen bogie frame, in particular on one of the outside of the first wheel 32 and 36 of the respective bogie gege ⁇ nübercolo end portion 199 and 203 of this first long-carrier arranged.
  • the second acceleration sensors 50 and 52 are respectively at the second 158 and 160 of extending in the direction of travel x of the rail vehicle long carrier of the respective bogie frame, in particular at a second end portion 200 and 204 of this second long carrier, the first end portion of the first long carrier on the central axis Al or A.2 of the bogie frame 16 and 17 diagonally gege ⁇ overlaid, arranged.
  • the device according to the invention comprises 48 rotational speed signal lines, temperature signal lines and acceleration signal lines.
  • the device 48 according to the invention comprises terminal boxes 207 to 214, which are arranged on the end sections 199 to 206 of the elongate carriers.
  • the first rotational speed sensor 57 by means of a first 65 of the rotational speed signal lines, the first temperature sensor 73 by means of a first 89 of the temperature signal lines and the first 49 of the acceleration sensors by means of a first 53 of the Bevantungssignallei ⁇ tions to the one combined control and monitoring SG / ÜG.l connected.
  • a first 207 of the terminal boxes is arranged.
  • the first three signal lines 65, 73 and 89 are ge ⁇ jointly as a first harness from the first terminal box 207 to the relocated a combined control and monitoring unit SG / ÜG.l.
  • the further first Drehgeschwindig ⁇ keitssensor 61 are schwindtechnikssignal effeten means of a further first 69 of the bogies, the further first temperature sensor 85 by means of a further first 101 of the temperature signal lines and the further first 51 of the acceleration ⁇ sensors connected by means of a further first 55 of the acceleration signal lines to the one combined control and monitoring device SG / ÜG.l.
  • a further first 211 of the terminal boxes is arranged.
  • the three further first signal lines 69, 101 and 55 are laid together as another first cable harness from the further first terminal box 211 to the one combined control and monitoring device SG / ÜG.l.
  • the second rotational speed sensor 58 are gen means of a second 66 of the Dreh michssignalleitun-, the second temperature sensor 82 by means of a second 98, the temperature signal lines and the second acceleration sensor 50 via a second 54 of the acceleration signal ⁇ lines to the other combined control and surveil ⁇ monitoring unit SG / ÜG.2 connected.
  • a second 208 of the terminal boxes is arranged. The three second signal lines are laid together as a second cable harness from the second terminal box 208 to the other combined control and monitoring device SG / ÜG.2.
  • the further second Drehgeschwindig ⁇ keitssensor 62 are schwindtechnikssignal effeten means of a further second 70 of the bogies, the further second temperature sensor 78 signal lines by means of a further second 94 of the temperature and of the further second acceleration sensor 52 by means of a further second 56 of the Beministerungssig ⁇ naltechnischen connected to the other combined control and monitoring unit SG surveil ⁇ / ÜG.2.
  • a further second 212 of the terminal boxes is arranged.
  • the three further second signal lines 70, 94 and 56 are together as another second cable harness from the second terminal box 208 to the another combined control and monitoring device SG / ÜG.2 laid.
  • the first terminal box 207 is attached to the first longitudinal beam 157 of the bogie frame 16 and the second Klemmkas ⁇ th 208 is attached to the second longitudinal beam 158 of the bogie frame 16.
  • the further first terminal box 211 is fastened to the first longitudinal carrier 159 of the bogie frame 17 and the further second terminal box 212 is fastened to the second longitudinal carrier 160 of the bogie frame 17.
  • the acceleration sensors 49 'to 52' in the modified embodiment 48 'of the device according to the invention shown in FIG. 8 are arranged in the terminal boxes 207, 208, 211, 212.
  • the first acceleration sensor 49 ' is thus arranged in the first terminal box 207 and the second acceleration sensor 50' is arranged in the second terminal box 208.
  • the further first acceleration sensor 51 is ⁇ 'in the terminal box 211 arranged and the further second acceleration sensor 52' is disposed in the terminal box 212th
  • the device 48 has a third rotational speed sensor 59, which is arranged on a first wheel set bearing 22 of the second wheel set and outputs a third rotational speed signal n.3.1 to the one electronic control unit SG.1.
  • the device has a fourth rotational speed sensor 60, which is arranged on a second wheel set bearing 21 of the first wheel set and outputs a fourth rotational speed signal n.4.1 to the further electronic control unit SG.2.
  • another third rotational speed sensor 63 is provided, which is arranged on a first wheel set bearing 26 of the second wheel set of the further bogie and outputs a further third rotational speed signal n.3.2 to the one electronic control unit SG.l.
  • a white ⁇ more excellent fourth rotational speed sensor 64 is disposed on the second wheel set bearing 25 of the first wheel set of the bogie and further there is another fourth Wheelgeschwin ⁇ dtechnikssignal n.4.2 made to the further electronic control unit SG.2.
  • the sixteen temperature sensors 73 to 88 two are arranged on each of the wheelset bearings of the wheelsets, one of the two temperature sensors associated with a set of wheels outputting its temperature signal to the one electronic monitoring device ÜG.l and the second temperature sensor in each case Temperature signal to the second electronic monitoring device ÜG.2 outputs.
  • the third and fourth Wheelge ⁇ schwindtechnikssensoren are means Wheel Anthonyssignallei- obligations 67, 68 and 71, 72 connected to their associated monitoring devices.
  • the additional temperature sensors 73 to 88 are correspondingly connected via the temperature signal lines 89 to 104 with their associated monitoring devices.
  • the one electronic control unit SG.l outputs its control signals as a function of a desired value, which is output by a central control unit SPCS. In this case, is regulated by means of the control signals ⁇ a value determined from the determined rotation speed actual value signals to said predetermined target value.
  • SG / ÜG.l and SG / ÜG.2 are via a data bus in the form of a train bus ZBUS, the PN interfaces 220, 221 of the two Combined control and monitoring devices SG / ÜG.l and
  • SG / ÜG.2 connects to a PN interface 223 of the central control ⁇ unit SPCS, connected to the central control unit SPCS.
  • a display device (display) 224 and a voice output device also are still closed at 225 ⁇ to the train bus ZBUS.
  • the two combined control and monitoring devices are connected via power connections 226, 227 to a Bordenergynetz 228.
  • the two combined control and monitoring devices SG / ÜG.l, SG / ÜG.2 each have an I / O interface 229 or 230, a channel evaluation unit 231 or 232 and a channel state evaluation unit 233 and 234 respectively.
  • the sections of the signal lines which each connect one of the plug-in connections 153 to 156 to one of the I / O interfaces 229 and 230 form in each case one of the lines provided here with the reference symbols 235 to 242.
  • the two combined control and monitoring devices SG / ÜG.l, SG / ÜG.2 also each have a device bus interface 243 or 244 via which they are connected to the GBUS.Ü.
  • the monitoring devices ÜG.l ÜG.2 and generate on the basis of the incoming signals where the warning and / or Alarmsig ⁇ dimensional, which are evaluated in an evaluation unit 245, the central control unit ⁇ SPCS, wherein the central control unit ⁇ SPCS as a result the evaluation, for example, a reduction of the maximum speed of the Schienenfahrt- zeugs (coating) and / or the output of messages over the on ⁇ pointing device 224 and / or the voice output device 225 can veranlas ⁇ sen.
  • the electronic diagnostic devices DG.l and DG.2 are arranged on the chassis in the individual cars.
  • an electronic diagnostic device DG.l is arranged in each case on the one Wheelge ⁇ stell 16.
  • the further electronic diagnostic device DG.2 is in each case arranged on the second bogie 17.
  • the diagnostic devices each have a separate power connection 246 or 247 and are connected via connecting lines 248, 249 and a current transformer 250 to the Bordenergynetz 228 connected.
  • the diagnostic devices furthermore each have a device bus interface 251 or 252. Furthermore, the two combined control and monitoring devices SG / ÜG.l, SG / ÜG.2 depending ⁇ Weil a device bus interface 253 or 254, wherein the diagnostic device DG.l and DG.2 and the two combined control and Monitoring devices SG / ÜG.l, SG / ÜG.2 via their interfaces 250 to 254 to a data bus in the form of another device bus for diagnosis GBUS. D are connected.
  • one of the acceleration sensors for chassis diagnosis is designated such that its detection direction runs in the longitudinal direction x of the rail vehicle.
  • the acceleration sensors for chassis diagnosis are on the bogie frame 16 and another four - here by the reference numerals 125 to 128 designated - the acceleration sensors for chassis diagnosis are arranged on the bogie frame 17.
  • a first 115 on the first longitudinal beam 157 of the bogie frame 16 extending in the direction of travel of the rail vehicle is arranged on the end section 201.
  • a second 116 is arranged on the extending in the direction of travel of the rail vehicle second longitudinal beam 158 of the bogie frame 16 on the end ⁇ section 202.
  • a third 113 is arranged centrally on the first longitudinal beam 157 and a fourth 114 is arranged centrally on the second longitudinal beam 158.
  • a first 127 is provided on the first longitudinal carrier 159 of the bogie frame 17 extending in the direction of travel of the rail vehicle 17 arranged at the end portion 205.
  • a second 128 is arranged at the in the direction of travel of the rail vehicle extending second long beam 160 of the bogie frame 17 on the end portion ⁇ 206th
  • a third 125 is arranged centrally on the first longitudinal beam 159 and a fourth 126 is arranged centrally on the second longitudinal beam 160.
  • the acceleration sensors 115, 116, 127, 128 are arranged such that their detection direction runs in the vertical direction z of the rail vehicle.
  • the acceleration sensors 113, 114, 125, 126 are arranged such that their detection direction runs in the longitudinal direction x of the rail vehicle.
  • Each of the axles 28 to 31 of a carriage is assigned a motor 257 to 260, which drives the jewei ⁇ lige axis via a gear 261 to 264.
  • the diagnostic equipment DG.l and DG.2 are each suitably form ⁇ to undergo the acceleration signals a diagnostic method and generate the result of the diagnostic method diagnosis ⁇ data.
  • the diagnostic method includes a
  • the oscillations ⁇ diffraction analysis can for example be based on a Fou ⁇ riertransformation.
  • the two electronic diagnostic devices DG.l and DG.2 are, in particular for the transmission of diagnostic data, on the other device bus GBUS. D and the two combined control and monitoring devices SG / ÜG.l, SG / ÜG.2, which are serve as a gateway, connected to the train bus ZBUS of the rail vehicle.
  • the diagnostic devices DG.l and DG.2 are adapted to store the diagnostic data. For storing the diagnostic data but also one to the other device bus GBUS. D or the train bus ZBUS connected further device be vorgese ⁇ hen.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

L'invention concerne un dispositif (48, 48'), destiné à un véhicule ferroviaire (1), qui comprend un module de commande (SE) équipé d'un appareil de commande électronique (SG.1) et d'un premier capteur de vitesse de rotation (57), et un système de surveillance (ÜE) équipé d'un appareil de surveillance électronique (ÜG.1), d'un premier capteur de température (73) et d'un premier capteur d'accélération (49). L'appareil de commande électronique (SG.1) et l'appareil de surveillance électronique (ÜG.1) sont regroupés dans un sous-ensemble formant un appareil de commande et de surveillance combinées (SG/ÜG.1). Les premiers capteurs (57, 73, 49) sont disposés sur un premier bogie (5) d'un wagon (3) du véhicule ferroviaire (1) et délivrent des premiers signaux (n.1.1, T.1a.1, ay.Ü1.1) à l'appareil de commande et de surveillance combinées (SG/ÜG.1). Le module de commande (SE) comporte un autre deuxième capteur de vitesse de rotation (62) et le système de surveillance (ÜE) comporte un autre deuxième capteur de température (78) et un autre deuxième capteur d'accélération (52). Les autres deuxièmes capteurs (62, 78, 52) sont disposés sur un autre bogie (6) du wagon (3) et délivrent d'autres deuxièmes signaux (n.2.2, 25 T.2a.2, ay.Ü2.2). Selon l'invention, pour améliorer la fonction de commande et/ou la fonction de surveillance du dispositif, le module de commande (SE) comporte un autre appareil de commande électronique (SG.2) et un autre appareil de surveillance électronique (ÜG.2) qui sont regroupés dans un autre sous-ensemble formant un autre appareil de commande et de surveillance combinées (SG/ÜG.2), les autres deuxièmes capteurs (62, 78, 52) délivrant leurs autres deuxièmes signaux (n.2.2, T.2a.2, ay.Ü2.2) à l'autre appareil de commande et de surveillance combinées (SG/ÜG.2).
EP13763211.3A 2012-09-28 2013-09-11 Dispositif pour véhicule ferroviaire Active EP2888146B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102012217830.9A DE102012217830A1 (de) 2012-09-28 2012-09-28 Vorrichtung für ein Schienenfahrzeug
PCT/EP2013/068777 WO2014048737A1 (fr) 2012-09-28 2013-09-11 Dispositif pour véhicule ferroviaire

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EP2888146A1 true EP2888146A1 (fr) 2015-07-01
EP2888146B1 EP2888146B1 (fr) 2019-04-03

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EP (1) EP2888146B1 (fr)
DE (1) DE102012217830A1 (fr)
ES (1) ES2733480T3 (fr)
WO (1) WO2014048737A1 (fr)

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Publication number Priority date Publication date Assignee Title
IT201700050006A1 (it) 2017-05-09 2018-11-09 Faiveley Transport Italia Spa Sistema e procedimento per il rilevamento di una condizione di andatura anomala di un carrello di un veicolo ferroviario.
AT521735A1 (de) * 2018-09-19 2020-04-15 Siemens Mobility GmbH Verfahren und Vorrichtung zur Diagnose und Überwachung von Fahrzeugkomponenten
EP4059789B1 (fr) * 2021-03-15 2024-08-28 Dellner Bubenzer Aktiebolag Système de freinage, procédé mis en uvre par ordinateur de décélération d'un véhicule ferroviaire, programme informatique et support de données non volatiles

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DE19852220C2 (de) * 1998-11-12 2001-07-26 Stn Atlas Elektronik Gmbh Verfahren zur Erkennung von Schäden im Schienenverkehr
DE10128897C1 (de) * 2001-06-15 2003-01-02 Knorr Bremse Systeme Bremssystem für Schienenfahrzeuge
DE102005010118A1 (de) * 2005-03-02 2006-09-14 Knorr-Bremse Systeme für Schienenfahrzeuge GmbH Steuereinrichtung eines Schienenfahrzeugs
DE102007024065B8 (de) * 2007-05-22 2009-05-14 Knorr-Bremse Systeme für Schienenfahrzeuge GmbH Vorrichtung und Verfahren zur Fehlerüberwachung von Fahrwerkskomponenten von Schienenfahrzeugen
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DE102007051126A1 (de) * 2007-10-24 2009-04-30 Bombardier Transportation Gmbh Bestimmung der Restlebensdauer einer Fahrzeugkomponente

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Also Published As

Publication number Publication date
ES2733480T3 (es) 2019-11-29
DE102012217830A1 (de) 2014-04-03
WO2014048737A1 (fr) 2014-04-03
EP2888146B1 (fr) 2019-04-03

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